JP2609566B2 - Automatic transmission of a multi-path gear transmission with idle gears each connectable to its shaft by a gear clutch - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an input shaft and an output shaft which can be coupled by an engagement of a clutch via at least one of at least two partial transmissions provided in parallel with each other on a power transmission path. , Each having a gear stage belonging to the partial transmission, these gear stages each having an idler gear which can be connected to the shaft of the partial transmission by means of a synchronizing clutch which can be engaged in advance, and in a start-up ready state, the reverse gear The synchronizing clutch of the gear stage forming the gear stage and the synchronizing clutch of the gear stage forming the lowest forward speed stage independent of the clutch of the partial transmission having the gear stage forming the reverse gear stage are engaged. To an automatic transmission for a multi-path gear transmission.

[0002]

2. Description of the Related Art In a known transmission of this type (EP-A-83747), a clutch provided on a power transmission path between an input shaft and a partial transmission is engaged when the vehicle is ready to start. On the other hand, the synchronizing clutch connected to the idler gear of the reverse gear stage for one of the partial transmissions, and the lowest one of the forward speeds independent of the clutch of this partial transmission. The gear stage synchronization clutch is engaged. This makes it possible to control the back-and-forth movement of the motor vehicle, which cannot move due to the idling of the drive wheels on a frozen road, i.e. both in front of the partial transmission with the respectively engaged synchronizing clutch in the power transmission path. Only by the alternate engagement of the clutches can rapid switching between forward running and reverse running is possible.

In this known transmission, the start-up state with the two synchronized clutches engaged is provided only in connection with the reverse clutch engaged, while the reverse gear of the transmission is provided. It is only given in relation to the position and, on the other hand, only in relation to the position of the transmission in the first gear, and in both cases only in connection with the engaged manual transmission of both synchronization clutches.

[0004] The transmission of this multi-path gear transmission comprises one clutch each provided on a power transmission path between the input shaft and one partial transmission, and a partial transmission having a synchronizing clutch. I'm wearing If the clutch is constructed as a wet multi-plate clutch, a high drag torque may be generated between the sheets due to liquid friction. When the vehicle has been stationary for a long time and the transmission temperature is gradually lower than the normal operating temperature, the danger of generating a large drag torque exists, especially at low ambient temperatures.

In such a transmission for a multi-path gear transmission, hitherto, when the vehicle is stopped and the drive engine is also stopped, all the clutches and all the synchronizing clutches in the partial transmission are engaged. Was usually released, that is, he could not enter the gear. After the start of the drive engine, the gears in the partial transmission are first set in advance by the engagement of a synchronizing clutch, which is provided in parallel with the gear clutch which always engages in the power transmission path and has priority over the engagement process. You have to choose. At that time, due to the work required for synchronization, a synchronization torque is introduced into the partial transmission which is rotated by the drag torque of the clutch, and the rotating mass is decelerated until it stops. If the drag torque is large, the available synchronization torque is not sufficient to preselect the desired gear by engagement of the synchronization clutch. In this state, the vehicle cannot start.

[0006]

SUMMARY OF THE INVENTION The problem underlying the present invention is to guarantee a reliable start at all driving conditions in a vehicle with a multi-pass gearbox.

[0007]

According to the invention, the start-up state of the two synchronized clutches is automatically set in relation to the manually operable selection device. The selection device can be started to a position where the power transmission path between the input shaft and the output shaft can be interrupted or the power transmission path between the input shaft and the output shaft is interrupted and the output shaft is stopped. All clutches are disengaged and the start-ready state is maintained.

[0008]

As described above, according to the present invention, at a low traveling speed, the forward traveling range selection positions D, 4, 3, 2, and 3.
By manually operating the selection device from 1 to position N or position P or position R, the first speed and the reverse speed are pre-set in both partial transmissions, and these speeds are set in the stopped state of the vehicle and the drive engine. Is still inserted. The neutral position and thus the interruption of the power transmission path between the drive engine and the output shaft of the gear transmission is assured by the disengagement of the clutch. For starting at the reverse gear or at the lowest gear, it is only necessary to engage the clutch of the partial transmission, which ensures a reliable starting.

Depending on the configuration of the transmission ratio in the partial transmission, the first or second speed is in a partial transmission without a reverse gear, so that the gear of this partial transmission is In addition to the gear stage of the reverse gear, it can be inserted in advance between the clutch of the partial transmission and the output shaft in preparation for starting.

[0010] In the transmission according to the present invention, the transmission control device operates so that the synchronization clutches of both preselected speed stages remain engaged and are not mechanically disengaged.

[0011]

BRIEF DESCRIPTION OF THE DRAWINGS The details of the invention will become apparent from the following description of an embodiment, which is schematically illustrated in the drawings.

With reference to FIG. 1, the input shaft 4 and the output shaft 5 are connected to one another in a power transmission path by means of partial transmissions 6 and 7 which are parallel to one another, these partial transmissions having in particular a common countershaft 24, The sub shaft 24 is parallel to the input shaft 4 and the output shaft 5. The partial transmission 6 has a main shaft 22 coaxial with the input shaft 4, and the main shaft 22
It is fixedly connected to a common main shaft gear 27 of the two front gear stages 8 and 9. Further, the main shaft 22 is connected to the input shaft 4 by a clutch 25. The gear stage 8 has an intermediate gear 13 rotatably supported on a fixed axis and an idle gear 14 rotatably supported on a countershaft 24. The intermediate gear 13 meshes with the main shaft gear 27 and the idle gear 14,
The idler gear 14 is connectable to the countershaft 24 via a conventional synchronization clutch 19.

The gear stage 9 likewise has an idle gear 15 which meshes with a main shaft gear 27, which can likewise be connected to a countershaft 24 by means of a synchronization clutch 19. The partial transmission 6 has a third gear stage 1 in addition to both gear stages 8 and 9.
This third gear stage includes a countershaft gear 28 rotatably supported on the countershaft 24 and fixedly coupled to the idler gear 15 and rotatably supported on the output shaft 5. The idle gear 16 meshing with the countershaft gear 28 can be connected to the output shaft 5 by a synchronization clutch 20, which can also connect the main shaft gear 27 to the output shaft 5.

The other partial transmission 7 has a hollow transmission shaft 23 concentric with a main shaft 22, which is connected on the one hand to the input shaft 4 by means of a clutch 26 and, on the other hand, is fixedly connected to a main shaft gear 31. Are combined. This main shaft gear 3
1 meshes with a countershaft gear 32 fixedly provided on the countershaft 24, and thus forms a constant gear with the countershaft gear. The partial transmission 7 has two gear stages 11 and 12, which have respective countershaft gears 29 and 30 fixedly mounted on a countershaft 24, which countershaft gears have corresponding idle gears. 17 and 18 respectively. Idler gears 17 and 18 are synchronized clutch 21
Can be selectively connected to the output shaft 5.

The power transmission paths at the five forward speeds I to V and one reverse speed R formed in the gear transmission are indicated by solid arrows in the lower range of the configuration of the gear transmission of FIG. I have. Power transmission path at first forward speed I: input shaft 4-clutch 26-hollow transmission shaft 23-constant speed (main shaft gear 31 and sub shaft gear 32)-sub shaft 24-
Gear stage 12 (countershaft gear 30 and idle gear 18) -synchronizing clutch 21-output shaft 5. Power transmission path in second forward speed II: input shaft 4-clutch 25-main shaft 22-gear stage 9 (main shaft gear 27 and idle gear 15)-gear stage 10
(Countershaft gear 28 and idle gear 16)-Synchronizing clutch 2
0-output shaft 5. Power transmission path at the third forward speed III: input shaft 4-clutch 26-hollow transmission shaft 23-constant speed (main shaft gear 31 and sub shaft gear 32)-sub shaft 24
Gear stage 11 (countershaft gear 29 and idle gear 17); synchronization clutch 21; Power transmission path in direct forward speed IV: input shaft 4-clutch 25-spindle 22-spindle gear 27-synchronizing clutch 20-output shaft 5. Power transmission path in forward speed V configured as a speed increasing stage (overdrive): input shaft 4-clutch 26-hollow transmission shaft 23-constant speed (main shaft gear 31 and counter shaft gear 32)
-The countershaft 24-the synchronization clutch 19-the gear stage 9 (idle gear 15 and the main shaft gear 27)-the synchronization clutch 20-the output shaft 5. Power transmission path in reverse speed R: input shaft 4-clutch 25-main shaft 22-gear stage 8 (main shaft gear 27, intermediate gear 13 and idle gear 14)-synchronization clutch 19-sub shaft 24-gear stage 12 (sub shaft) Shaft gear 30 and idle gear 18)
Synchronization clutch 21-output shaft 5.

FIG. 2 shows which clutches or gears are engaged at these speeds. With the engagement of the clutch 25, the speed stages II, IV and R are formed in the partial transmission 6 driven thereby, and the synchronizing clutch 20 outputs the idle gear 16 of the gear stage 10 in the speed stage II. The main gear 27 is connected to the output shaft 5 at the speed IV. Further, at the reverse speed R, the idle gear 14 of the gear stage 8 is connected to the countershaft 24 by the synchronization clutch 19, and the idle gear 18 of the gear stage 12 is connected to the output shaft 5 by the synchronization clutch 21.

With the engagement of the clutch 26, the speed stages I, III and V in the partial transmission 7 driven thereby are
Is formed, in particular the speed stage V uses the gear stage 9 of the other partial transmission 6 together. The synchronization clutch 21 connects the idler gear 18 of the gear stage 12 to the output shaft 5 at the first gear and connects the idle gear 17 of the gear stage 11 to the output shaft 5 at the third gear. Further, at the speed stage V, the constant speed stage 31,
The main shaft gear 27 of the gear stage 9 driven by the synchronization clutch 19 which connects to the countershaft 32 and the countershaft 24 is connected to the output shaft 5 by the synchronization clutch 20.

The start-ready state according to the invention is immediately apparent from FIG. Very low predetermined values, such as being able to enter the vehicle-stop or parking-selection lever position P and the reverse-gear selection lever position R (thus not blocked by the locking device relating to the traveling speed as usual). At the travel speed (rotational speed of the output shaft 5), the power transmission path of the gear transmission is cut off, and the transmission output shaft 5 is fixed (stopped) to the transmission case. At a gear position R and a position N at which the power transmission path between the input shaft 4 and the output shaft 5 is interrupted, the gear stage is formed to form the reverse gear R in the partial transmission 6 by the engagement of the synchronization clutch 19. 8 is connected to the countershaft 24, and the idler gear 18 of the gear stage 12 is connected to the output shaft 5 to form the speed I in the partial transmission 7 by the engagement of the synchronization clutch 21.
Linked to The lower part of FIG. 1 also shows the power transmission path of the gear transmission at the speed positions P and N. As shown by the broken line, the gear transmission can be immediately started at the forward speed I by engagement of the clutch 26. The vehicle is ready to start. Further, as shown by the dotted line and the broken line, the reverse speed R
But they are ready to start.

Another range selection position D-4 of the automatic transmission
-3-2-1 Therefore, in the position belonging to the forward running of the vehicle, the synchronization clutch 19 does not engage in the neutral intermediate position,
In this position, both idlers 14 and 15 are disconnected from the countershaft 24. On the other hand, the synchronization clutch 20
At the position where the idle gear 16 of the gear stage 10 is connected to the output shaft 5 to form the speed stage II, the engagement of the clutch 25 as shown by the dotted line in the lower D range of FIG. The vehicle is ready to start in stage II.

It is further important for the start-up preparation state according to FIG. 3 that when the clutches 25 and 26 are disengaged in the range selection positions N and P and the rescue selection position R is entered, the reverse gear Gear stage 8 for forming R
Is engaged with the clutch 25 for power-transmitting the partial transmission 6 having the above-mentioned structure to the input shaft 4.

More importantly, when starting in the forward running direction, the manual selection lever is set in the range selecting position D-4-3-2-2 belonging to the forward running when the vehicle is ready to start.
When operated to one of the gear positions 1, this necessarily results in the clutch 25 of the partial transmission 6 having the gear stage 8 of the reverse gear R.
The lowest gear I among the gears I, III and V that are unrelated to
The clutch 26 between the input shaft 4 and the partial transmission 7 having the idle gear 18 connected to the output shaft 5 in the ready-to-start state for the gear stage 12 is engaged. The power transmission path in this case is shown by a solid line in the lower D range of FIG.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration and a power transmission path of a two-path gear transmission to which a transmission according to the present invention is applied.

FIG. 2 is a speed change table of a speed change means that operates at each speed in the gear transmission of FIG. 1;

FIG. 3 is a table showing a start-up preparation state by a speed change means operating in each range of the automatic transmission of the gear transmission of FIG. 1;

[Explanation of symbols]

 Reference Signs List 4 input shaft 5 output shaft 6,7 partial transmission 8-12 gear stage 14-18 idle gear 19-21 synchronization clutch 25,26 clutch

Continued on the front page (72) Inventor Hans Merckle Schuttuttgart, Germany 1 Frauenkouppsfjuttrath 37 (72) Inventor Gehrhard Wagner Remseck 2, Schwetz Etsingel Weg 27, Germany (72) Inventor Gehrhard Schupengler, Herrenberg Reisteingel Schutlase 43, Germany (56) References JP-A-58-128551 (JP, A)

Claims (4)

(57) [Claims] At least one of at least two partial transmissions (6, 7) provided in parallel in a power transmission path.
The input shaft (4) and the output shaft (5) which can be coupled by the engagement of the clutches (25, 26) via the gears (8, 9, 26) and the gear stages (8, 9,
Idle gears (14, 10) which can be connected to the shafts of the partial transmissions (6, 7) by means of pre-engageable synchronization clutches (19, 20, 21). ~
18), and in the ready-to-start state, the synchronizing clutch (1) of the gear stage (8) forming the reverse gear (R).
9) and the gear stage (12) forming the lowest forward speed (I) independent of the clutch (25) of the partial transmission (6) having the gear stage (8) forming the reverse speed (R). ) Is engaged with the synchronizing clutch (21),
The ready-to-start state with both of these engaged synchronization clutches (19 and 21) can be started automatically in relation to the manually operable selector, the input shaft (4) and the output shaft (5). ) And the position where the power transmission path is cut off (N)
Alternatively, when the selection device is brought to a position (P) for interrupting the power transmission path between the input shaft (4) and the output shaft (5) and stopping the output shaft (5), all clutches ( (25) and (26) are disengaged and the start preparation state is maintained. 2. A position at which the power transmission path between the input shaft (4) and the output shaft (5) is cut off and the output shaft is stopped when the rotation speed of the output shaft (5) is equal to or higher than a predetermined low rotation speed. 2. The transmission according to claim 1, wherein the selection device is prevented from being brought into the position (P) and the position (R) forming the reverse gear. 3. The transmission according to claim 1, wherein the starting preparation state is maintained when the driving engine is stopped. 4. The transmission according to claim 1, wherein the start-up preparation state is maintained when the output shaft is not rotating.